U.S. patent application number 13/870588 was filed with the patent office on 2013-09-12 for vibration absorber.
This patent application is currently assigned to GM Global Technology Operations LLC. The applicant listed for this patent is GM GLOBAL TECHNOLOGY OPERATIONS LLC. Invention is credited to Shushan Bai, Donald L. Dusenberry, Vijay A. Neelakantan, Paul G. Otanez.
Application Number | 20130237329 13/870588 |
Document ID | / |
Family ID | 44354148 |
Filed Date | 2013-09-12 |
United States Patent
Application |
20130237329 |
Kind Code |
A1 |
Bai; Shushan ; et
al. |
September 12, 2013 |
VIBRATION ABSORBER
Abstract
A system for absorbing vibration created by operation of an
engine of the present invention includes a first plate driven by an
engine shaft and a torque transmitting device for transferring
torque from the engine shaft to a transmission input shaft. The
system includes a first vibration absorber and a second vibration
absorber. The first vibration absorber includes at least one
selectively moveable mass. The second vibration absorber includes
at least one biasing member and generally opposing ends. The first
vibration absorber is configured to absorb vibrations created at a
first harmonic of the engine and the second vibration absorber is
configured to absorb vibrations created at multiple harmonics of
the engine.
Inventors: |
Bai; Shushan; (Ann Arbor,
MI) ; Otanez; Paul G.; (Troy, MI) ;
Neelakantan; Vijay A.; (Rochester Hills, MI) ;
Dusenberry; Donald L.; (Farmington Hills, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
GM GLOBAL TECHNOLOGY OPERATIONS LLC |
Detroit |
MI |
US |
|
|
Assignee: |
GM Global Technology Operations
LLC
Detroit
MI
|
Family ID: |
44354148 |
Appl. No.: |
13/870588 |
Filed: |
April 25, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
13006924 |
Jan 14, 2011 |
8435123 |
|
|
13870588 |
|
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Current U.S.
Class: |
464/68.1 ;
464/51 |
Current CPC
Class: |
F16F 15/145 20130101;
F16D 3/66 20130101; F16D 3/12 20130101; F16F 15/123 20130101 |
Class at
Publication: |
464/68.1 ;
464/51 |
International
Class: |
F16F 15/14 20060101
F16F015/14; F16D 3/12 20060101 F16D003/12 |
Claims
1. An apparatus for absorbing vibration and transmitting a torque
between an output of an engine and an input of a transmission of a
vehicle, the apparatus comprising: a first member interconnected
with the output of the engine and including at least one retaining
member; a centrifugal pendulum vibration absorber including at
least one mass supported by the retaining member of the first
member, wherein the mass defines an aperture having an aperture
surface engaged with the retaining member of the first member,
wherein the mass absorbs vibrations through the first member from
the engine to the transmission at a first range of engine speeds; a
resilient vibration absorber including at least one biasing member
having a first end interconnected with the first member and a
second end interconnected with the input of the transmission,
wherein the biasing member deforms at a second range of engine
speeds; and a torque transmitting device having an input
interconnected with the first member and an output interconnected
with the input of the transmission, and wherein the speeds of the
second range are lower than the speeds of the first range of engine
speeds.
2. The apparatus of claim 1 wherein the biasing member is a coil
spring and wherein the aperture surface has a predefined profile
that defines a movement path of the mass with respect to the first
member when the first member is rotating.
3. The apparatus of claim 1 wherein the first member is a flywheel
and the torque transmitting device is one of a clutch and a torque
converter.
4. The apparatus of claim 1 wherein the first end of the biasing
member is directly connected to the first member, the input of the
torque transmitting device is directly connected to the second end
of the biasing member, and the output of the torque transmitting
device is directly connected to the input of the transmission.
5. The apparatus of claim 1 wherein the input of the torque
transmitting device is directly connected to the first member, the
output of the torque transmitting device is directly connected to
the first end of the biasing member, and the second end of the
biasing member is directly connected to the input of the
transmission.
6. The apparatus of claim 1 further including a third vibration
absorber including at least one alternate biasing member having a
first end directly connected to the output of the torque
transmitting device and a second end directly connected to the
input of the transmission, wherein the first end of the biasing
member of the second vibration absorber is directly connected to
the first member and the second end of the biasing member of the
second vibration absorber is directly connected to the input of the
torque transmitting device.
7. The apparatus of claim 6 wherein the centrifugal pendulum
vibration absorber further includes at least one alternate mass
supported by at least one alternate retaining member of the first
member, wherein the alternate mass has a predefined alternate
movement path with respect to the first member when the first
member is rotating, wherein the alternate mass absorbs a portion of
the vibrations through the first member from the engine to the
transmission as the alternate mass moves along the alternate
movement path at a third range of engine speeds that includes
engine speeds that are greater than engine speeds of the first
range of engine speeds.
8. The apparatus of claim 1 further including a third vibration
absorber including at least one alternate biasing member having a
first end directly connected to the output of the engine and a
second end directly connected to the first member, wherein the
input of the torque transmitting device is directly connected to
the first member, the output of the torque transmitting device is
directly connected to the first end of the biasing member of the
second vibration absorber, and the second end of the biasing member
of the second vibration absorber is directly connected to the input
of the transmission.
9. The apparatus of claim 8 wherein the centrifugal pendulum
vibration absorber further includes at least one alternate mass
supported by at least one alternate retaining member of the first
member, wherein the alternate mass has a predefined alternate
movement path with respect to the first member when the first
member is rotating, wherein the alternate mass absorbs a portion of
the vibrations through the first member from the engine to the
transmission as the alternate mass moves along the alternate
movement path at a third range of engine speeds that includes
engine speeds that are greater than engine speeds of the first
range of engine speeds.
10. An apparatus for absorbing vibration and transmitting a torque
between an output of an engine and an input of a transmission of a
vehicle, the apparatus comprising: a first member interconnected
with the output of the engine and including at least one retaining
member; a centrifugal pendulum vibration absorber including at
least one mass supported by the retaining member of the first
member, wherein the mass defines an aperture having an aperture
surface engaged with the retaining member of the first member,
wherein the aperture surface has a predefined profile that defines
a movement path of the mass with respect to the first member when
the first member is rotating, wherein the mass absorbs a portion of
the vibrations through the first member from the engine to the
transmission at a first range of engine speeds; a resilient
vibration absorber including at least one biasing member having a
first end interconnected with the first member and a second end
interconnected with the input of the transmission, wherein the
biasing member is selected to absorb a portion of the vibrations
through the second vibration absorber from the engine to the
transmission as the biasing member deforms at a second range of
engine speeds; and a torque transmitting device having an input
interconnected with the first member and an output interconnected
with the input of the transmission, wherein the torque transmitting
device is one of a clutch and a torque converter, and wherein the
speeds of the second range are lower than the speeds of the first
range of engine speeds.
11. The apparatus of claim 10 wherein the biasing member is a coil
spring and the first member is a flywheel.
12. The apparatus of claim 10 wherein the first end of the biasing
member is directly connected to the first member, the input of the
torque transmitting device is directly connected to the second end
of the biasing member, and the output of the torque transmitting
device is directly connected to the input of the transmission.
13. The apparatus of claim 10 wherein the input of the torque
transmitting device is directly connected to the first member, the
output of the torque transmitting device is directly connected to
the first end of the biasing member, and the second end of the
biasing member is directly connected to the input of the
transmission.
14. The apparatus of claim 10 further including a third vibration
absorber including at least one alternate biasing member having a
first end directly connected to the output of the torque
transmitting device and a second end directly connected to the
input of the transmission, wherein the first end of the biasing
member of the second vibration absorber is directly connected to
the first member and the second end of the biasing member of the
second vibration absorber is directly connected to the input of the
torque transmitting device.
15. The apparatus of claim 14 wherein the centrifugal pendulum
vibration absorber further includes at least one alternate mass
supported by at least one alternate retaining member of the first
member, wherein the alternate mass has a predefined alternate
movement path with respect to the first member when the first
member is rotating, wherein the alternate mass absorbs a portion of
the vibrations through the first member from the engine to the
transmission as the alternate mass moves along the alternate
movement path at a third range of engine speeds that includes
engine speeds that are greater than engine speeds of the first
range of engine speeds.
16. The apparatus of claim 10 further including a third vibration
absorber including at least one alternate biasing member having a
first end directly connected to the output of the engine and a
second end directly connected to the first member, wherein the
input of the torque transmitting device is directly connected to
the first member, the output of the torque transmitting device is
directly connected to the first end of the biasing member of the
second vibration absorber, and the second end of the biasing member
of the second vibration absorber is directly connected to the input
of the transmission.
17. The apparatus of claim 16 wherein the centrifugal pendulum
vibration absorber further includes at least one alternate mass
supported by at least one alternate retaining member of the first
member, wherein the alternate mass has a predefined alternate
movement path with respect to the first member when the first
member is rotating, wherein the alternate mass absorbs a portion of
the vibrations through the first member from the engine to the
transmission as the alternate mass moves along the alternate
movement path at a third range of engine speeds that includes
engine speeds that are greater than engine speeds of the first
range of engine speeds.
18. An apparatus for absorbing vibration and transmitting a torque
between an output of an engine and an input of a transmission of a
vehicle, the apparatus comprising: a first member interconnected
with the input of the transmission and including at least one
retaining member; a centrifugal pendulum vibration absorber
including at least one mass supported by the retaining member of
the first member, wherein the mass defines an aperture having an
aperture surface engaged with the retaining member of the first
member, wherein the aperture surface has a predefined profile that
defines a movement path of the mass with respect to the first
member when the first member is rotating, wherein the mass absorbs
a portion of the vibrations through the first member from the
engine to the transmission at a first range of engine speeds; and a
resilient vibration absorber including at least one biasing member
having a first end interconnected with the output of the engine and
a second end interconnected with the first member, wherein the
biasing member is selected to absorb a portion of the vibrations
through the second vibration absorber from the engine to the
transmission at a second range of engine speeds, and wherein the
speeds of the second range are lower than the speeds of the first
range of engine speeds.
19. The apparatus of claim 18 further including a torque
transmitting device having an input directly connected to the
output of the engine and an output directly connected to the first
end of the biasing member, wherein the second end of the biasing
member and the first member are directly connected to the input of
the transmission, and wherein the torque transmitting device is one
of a clutch and a torque converter.
20. The apparatus of claim 18 further including a torque
transmitting device having an input directly connected to the first
member and an output directly connected to the input of the
transmission, wherein the first end of the biasing member is
directly connected to the output of the engine, the second end of
the biasing member is directly connected to the first member, and
the torque transmitting device is one of a clutch and a torque
converter.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional
Application No. 61/302,043 filed on Feb. 5, 2010. The disclosure of
the above application is incorporated herein by reference.
FIELD
[0002] The present disclosure relates to a system for absorbing
vibration created by operation of an engine, and in particular to a
system including a first vibration absorber configured to absorb
vibrations created at a first harmonic of the engine, and a second
vibration absorber configured to absorb vibrations created at
multiple harmonics of the engine.
BACKGROUND
[0003] The statements in this section merely provide background
information related to the present disclosure and may or may not
constitute prior art.
[0004] Centrifugal Pendulum Vibration Absorbers (CPVAs) are
typically used to reduce torsional vibrations in rotating machine
components. For example, a rotating member such as a shaft includes
several CPVAs, where each CPVA has a pendulum mass that oscillates
as the shaft rotates. The movement of the pendulum masses
counteract torque fluctuations that are transmitted from the engine
to the shaft as the shaft rotates, which reduces the torsional
vibration of the shaft. CPVAs can be designed such that the
oscillation frequency of the pendulum mass matches the engine
combustion frequency at any engine operating speed. However,
matching the oscillation frequency with the engine combustion
frequency does not always provide suitable vibration reduction in
automotive vehicles. This is because frequency characteristics of
automotive engines in motor vehicles are influenced by axle
stiffness and transmission inertias as well as engine RPM.
[0005] As a result, spring dampers are sometimes used instead of
CPVAs to attenuate torsional vibrations transmitted by automobile
engines. However, one drawback is that spring dampers are generally
only effective within a predetermined frequency range that is often
narrow. The design tradeoff of having to tune the spring dampers
for a specific frequency range results in that they are generally
not able to provide sufficient dampening at lower engine speeds
such as when the engine operates at idle.
[0006] While current CPVAs and spring dampers achieve their
intended purpose, there is a need for a new and improved vibration
dampening system which exhibits improved performance from the
standpoint of dampening torsional vibrations at a variety of engine
speeds.
SUMMARY
[0007] The present invention provides a system for absorbing
vibration created by operation of an engine. The system includes a
first plate driven by an engine shaft and a torque transmitting
device for transferring torque from the engine shaft to a
transmission input shaft. The system includes a first vibration
absorber and a second vibration absorber. The first vibration
absorber includes at least one selectively moveable mass. The
second vibration absorber includes at least one biasing member and
generally opposing ends. The first vibration absorber is configured
to absorb vibrations created at a first harmonic of the engine and
the second vibration absorber is configured to absorb vibrations
created at multiple harmonics of the engine.
[0008] Further areas of applicability will become apparent from the
description provided herein. It should be understood that the
description and specific examples are intended for purposes of
illustration only and are not intended to limit the scope of the
present disclosure.
DRAWINGS
[0009] The drawings described herein are for illustration purposes
only and are not intended to limit the scope of the present
disclosure in any way.
[0010] FIG. 1 is a schematic view of an exemplary vibration
absorber system including a first set of vibration absorbers and a
second set of vibration absorbers;
[0011] FIG. 2A is a cross sectioned view of the vibration absorber
system illustrated in FIG. 1;
[0012] FIG. 2B is a cross sectioned view of an alternative
embodiment of a vibration absorber system including a first set of
vibration absorbers and a second set of vibration absorbers;
[0013] FIG. 3A is a schematic illustration of the vibration
absorber system illustrated in FIG. 2A;
[0014] FIG. 3B is a schematic illustration of the vibration
absorber system illustrated in FIG. 2B;
[0015] FIG. 4A is a schematic illustration of an alternative
embodiment of a vibration absorber system;
[0016] FIG. 4B is a schematic illustration of another embodiment of
a vibration absorber system;
[0017] FIG. 5A is a schematic illustration of yet another
embodiment of a vibration absorber system;
[0018] FIG. 5B is a schematic illustration of an embodiment of a
vibration absorber system;
[0019] FIG. 6A is a schematic illustration of another embodiment of
a vibration absorber system; and
[0020] FIG. 6B is a schematic illustration of yet another
embodiment of a vibration absorber system.
DETAILED DESCRIPTION
[0021] The following description is merely exemplary in nature and
is not intended to limit the present disclosure, application, or
uses. With reference to FIG. 1, a vibration absorber system is
generally indicated by reference number 10. The vibration absorber
system 10 includes a first rotating member or plate 12 and a first
set of vibration absorbers 14 that are slidingly connected with the
first plate 12. Each of the first vibration absorbers 14 include a
selectively moveable pendulum mass 16. FIG. 1 illustrates the first
set of vibration absorbers 14 as centrifugal pendulum vibration
absorbers (CPVAs), however other variations of vibration absorbers
that employ selectively moveable masses may be used as well. The
first plate 12 is driven by an engine (not shown), or other torque
producing machine to provide a driving torque to the first plate
12. The first plate 12 is any plate that mounts to an output shaft
18 (FIG. 2) of the engine such as, for example, a flywheel. In the
present embodiment, the vibration absorber system 10 is employed in
an automotive engine.
[0022] The vibration absorber system 10 also includes a second
rotating plate 20 and a second set of vibration absorbers 22 that
are connected to the second plate 20. In the example provided, the
second rotating plate 20 is part of a torque transmitting device 24
(FIG. 2) such as, for example, a torque converter of an automatic
transmission or a clutch of a manual transmission. However, it
should be appreciated that the second rotating plate 20 may be
various other components without departing from the scope of the
present invention. The second set of vibration absorbers 22 are a
plurality of biasing members 28 such as, for example, spring
dampers that employ a coil spring. However, one of skill in the art
will appreciate that other types of biasing members can be used as
well such as, for example, resilient members constructed from an
elastomer.
[0023] Each of the first set of vibration absorbers 14 are
circumferentially arranged in a substantially symmetrical pattern
around a rotational axis A-A of the first plate 12. In the present
embodiment, four vibration absorbers 14 are included with the
vibration absorber system 10, however those skilled in the art will
appreciate that any number of vibration absorbers may be used. The
present embodiment also illustrates each of the first vibration
absorbers 14 corresponding with one of the second vibration
absorbers 22 such that there are an equal number of first vibration
absorbers 14 and second vibration absorbers 22. However, an unequal
number of first vibration absorbers 14 and second vibration
absorbers 22 may be used as well.
[0024] The masses 16 of the first set of vibration absorbers 14 are
each slidingly engaged with the first plate 12, where each mass 16
includes at least one aperture 40 located within the mass 16. A
corresponding post or pin 42 connected to the first plate 12 is
provided for each aperture 40, where each aperture 40 receives at
least one of the posts 42. A portion of an inner surface 46 of each
aperture 40 contacts a portion of an outer surface 48 of the post
42. When the first plate 12 is at rest, the masses 16 each remain
generally stationary and do not move substantially. However, each
mass 16 oscillates or travels about the corresponding post 42 when
the first plate 12 rotates about the axis A-A. Specifically, as the
mass 16 travels about the corresponding posts 42, a portion of the
outer surface 48 of the posts 42 slide about a portion of the inner
surface 46 of the apertures 40. Each mass 16 travels about a
specific path that is determined by the movement of the mass 16
about the corresponding posts 42. The movement of the masses 16
along the paths counteract at least some of the torque fluctuations
that are created as the engine operates, which thereby reduces
torsional vibration.
[0025] In one embodiment, each of the masses 16 include generally
identical paths, where the masses 16 move in unison with one
another. The masses 16 travel in synchronicity with one another if
the engine produces a torsional vibration that is of a single
harmonic order. Alternatively in another embodiment, the first
vibration absorbers 14 are configured to absorb torsional
vibrations that have at least two different harmonic orders. For
example, the engine can produce torsional vibrations of at least
two different harmonics due to the firing sequence of the engine's
spark plugs. In another example, the engine produces torsional
vibrations that have different harmonics if an engine operates on
less than all of the cylinders during an improved fuel efficiency
mode of operation. For example, if an eight cylinder engine
switches to a fuel efficiency mode only a portion of the eight
cylinders are actively fired to provide engine power. This improved
fuel efficiency mode of operation improves the fuel economy of the
engine. The engine produces torsional vibrations of a different
harmonic content when operating with eight cylinders when compared
to the torsional vibrations created as the engine operates on six
cylinders.
[0026] If the engine produces torsional vibrations of at least two
different harmonic orders, at least one of the masses 16 travel at
a different frequency about the path when compared to the remaining
masses 16. That is, each of the masses 16 do not travel in
synchronicity with one another. Instead, one of the masses 16
travels at a first engine firing frequency about the path to
attenuate torsional vibrations created at a first frequency, and
the remaining masses 16 travel at a second or other harmonic of the
engine firing frequency about the path to attenuate torsional
vibrations created at the particular harmonic.
[0027] Referring to FIGS. 1 and 2A, the biasing members 28 are
secured in place within a torsion vibration damper assembly 26 and
are circumferentially spaced about the axis A-A. In the embodiment
as illustrated in FIG. 1, the biasing members 28 are oriented
linearly about the axis A-A. However, the biasing members 28 can
also be oriented arcuately about the axis A-A instead. The biasing
members 28 are compressible to absorb torsional vibrations that are
created during engine operation. Specifically, referring to FIG. 1,
the biasing members 28 can be urged inwardly in the direction R-R
to attenuate torsional vibrations created by rotation of the first
plate 12.
[0028] Turning to FIG. 2A, the torsion vibration damper assembly 26
has a biasing member retainer plate 30 that is used for securing
the biasing members 28 in place. The retainer plate 30 is located
at a first end 50 of the torsion vibration damper assembly 26.
Referring to FIG. 1, the retainer plate 30 includes a series of
recesses or damper pockets 54 circumferentially located and
contoured to retain one of the biasing members 28. Each of the end
sections 56 of the biasing member 28 are seated against the edges
58 of the damper pocket 54, where the end sections 56 of the
biasing member 28 react against the edges 58 of the damper pocket
54 to attenuate torsional vibrations created by vibration of the
first plate 12.
[0029] In the embodiment as illustrated in FIG. 2A, the first end
50 of the torsion vibration damper assembly 26 is connected to the
first plate 12 by a fastener 60 connecting the biasing member
retainer plate 30 with the first plate 12. A second end 52 of the
torsion vibration damper assembly 26 is connected to the second
plate 20, where a portion 62 of the second plate 20 curves inwardly
towards and connects to a portion of the biasing member 28, thereby
creating a connection between the torsion vibration damper assembly
26 and the second plate 20. The second rotating plate 20 is part of
a housing for the torque transmitting device 24. The fastener 60 is
any fastening device that secures the retainer plates 30 to either
the first plate 12 or the second plate 20, such as, for example, a
bolt or a screw. Although FIG. 2A illustrates the fastener 60,
those skilled in the art will appreciate that other types of
fastening approaches may be used instead for the retainer plate 30
such as, for example, a splined engagement.
[0030] FIG. 2B is an alternative embodiment of a vibration absorber
system 110 including a first rotating plate 112 and a first set of
vibration absorbers 114 that each include a selectively moveable
pendulum mass 116. The vibration absorber system 110 also includes
a second plate 120 that is part of a torque transmitting device 124
such as, for example, a torque converter housing for an automatic
transmission, or a clutch housing for a manual transmission. The
second plate 120 of the torque transmitting device 124 is connected
to a torsion vibration damper assembly 126 that secures and retains
a second set of vibration absorbers 122 that are biasing members
128.
[0031] The first plate 112 is driven by an output shaft 118 that is
a crankshaft of the engine, where the first plate 112 is connected
to the second plate 120. In the embodiment as illustrated, a
plurality of fasteners 170 connect the first plate 112 to the
second plate 120, however those skilled in the art will appreciate
that other fastening approaches, such as a splined engagement, may
be used as well. The second plate 120 is part of a first end 150 of
the torsion vibration damper assembly 126, and a retainer plate 130
is located at a second opposing end 152 of the torsion vibration
damper assembly 126. A portion 162 of the second plate 120 curves
inwardly to connect to the biasing member 128 and creates a
connection between the torsion vibration absorber assembly 126 and
the torque transmitting device 124. The torsion vibration absorber
assembly 126 also secures a generally cylindrical hub 180 that is
oriented along the axis A- A and includes an inner surface 182 that
is configured for receiving an input shaft 190 of a transmission
(not shown). In one embodiment, the inner surface 182 includes a
plurality of splines that are configured to receive and secure the
input shaft 190 in place within the hub 180.
[0032] FIGS. 3A-3B are schematic illustrations of the embodiments
illustrated in FIGS. 2A-2B of the vibration absorber system 10 and
110. Turning to FIG. 3A, an engine 100 is connected to the first
plate 12, where the first plate 12 is a plate that mounts to an
output shaft 18 (FIG. 2A) of the engine 100. The first set of
vibration absorbers 14 are slidingly connected with the first plate
12, where each of the first vibration absorbers 14 include a
selectively moveable pendulum mass 16. The torsion vibration damper
assembly 26 is connected at the first end 50 to the first plate 12.
The second end 52 of the torsion vibration damper assembly 26 is
connected to the second plate 20, where the second rotating plate
20 is part of a housing for the torque transmitting device 24. The
second set of vibration absorbers 22 that include the biasing
member 28 connect the first plate 12 to the second plate 20. The
torque transmitting device 24 is connected to an input shaft of the
transmission 102. The transmission 102 is connected to an axle 104
of a vehicle 106.
[0033] Turning to FIG. 3B, an engine 200 is connected to the first
plate 112. The first set of vibration absorbers 114 are slidingly
connected with the first plate 112, where each of the first
vibration absorbers 114 include a selectively moveable pendulum
mass 116. The torque transmitting device 124 is connected to the
first plate 112. The torque transmitting device 124 includes the
second plate 120, where the second plate 120 is part of the first
end 150 of the torsion vibration damper assembly 126. The second
set of vibration absorbers 122 that include the biasing member 128
connect the second plate 120 to the retainer plate 130 located at
the second opposing end 152 of the torsion vibration damper
assembly 126. The torsion vibration absorber 126 receives the input
shaft 190 (FIG. 2B) of a transmission 202. The transmission 202 is
connected to an axle 204 of a vehicle 206.
[0034] FIGS. 4A-4B are schematic illustrations of alternative
embodiments of a vibration absorber system 210 and 310 that include
a third set of vibration absorbers. Turning to FIG. 4A, an engine
300 is connected to a first plate 212, where the first plate 212
mounts to an output shaft (not shown) of the engine 300. A first
set of vibration absorbers 214 are slidingly connected with the
first plate 212, where each of the first vibration absorbers 214
include a selectively moveable pendulum mass 216. A second set of
vibration absorbers 222 include a first biasing member 228 that
connects the first plate 212 to a second plate 220. In one
embodiment, the first biasing member 228 is a generally straight
coil spring, however in another embodiment the spring may be
arcuate as well. The second plate 220 is an inertial disk that is
connected to a torque transmitting device 224. The torque
transmitting device 224 includes a housing that includes a third
plate 238. The third plate 238 is part of a first end 250 of a
torsion vibration damper assembly 226 that is a third vibration
absorber 270.
[0035] The torsion vibration damper assembly 226 includes a second
biasing member 268 and a biasing member retainer plate 230. The
retainer plate 230 is located at a second end 252 of the torsion
vibration damper assembly 226. The torsion vibration absorber 226
is connected to a transmission 302, where in one embodiment the
torsion vibration absorber 226 includes a hub (not shown) for
receiving an input shaft of the transmission 302. However, it is
understood that other approaches may be used as well to connect the
torsion vibration absorber 226 to the transmission 302. The
transmission 302 is connected to an axle 304 of a vehicle 306.
[0036] FIG. 4B is an alternative embodiment of the vibration
absorber system 210 illustrated in FIG. 4A. The vibration absorber
system 310 is similar to the vibration absorber 210, except that
there are a plurality of first vibration absorbers 314 that are
configured to absorb torsional vibrations that have at least two
different harmonic orders. Specifically, the vibration absorber
system 310 includes an engine 400 is connected to a first plate
312, where the first plate 312 mounts to an output shaft (not
shown) of the engine 400. The first set of vibration absorbers 314
are slidingly connected with the first plate 312, where each of the
first vibration absorbers 314 include a selectively moveable
pendulum mass 316. At least one of the masses 316 travel at a
different frequency when compared to the remaining masses 316. That
is, each of the masses 316 do not travel in synchronicity with one
another.
[0037] The vibration absorber system 310 further includes a second
vibration absorber 322 including a first biasing member 328 that
connects the first plate 312 to a second plate 320. The second
plate 320 is an inertial disk that is connected to a torque
transmitting device 324. The torque transmitting device 324
includes a housing that includes a third plate 338. The third plate
338 is part of a first end 350 of a torsion vibration damper
assembly 326 that is a third vibration absorber 370. The torsion
vibration damper assembly 326 includes a second biasing member 368
and a biasing member retainer plate 330. The retainer plate 330 is
located at a second end 352 of the torsion vibration damper
assembly 326. The torsion vibration absorber 326 is connected to a
transmission 402. The transmission 402 is connected to an axle 404
of a vehicle 406. It should be noted that although FIGS. 4A-4B
illustrate torque transmitting devices 224 and 324, in an
alternative embodiment the torque transmitting devices 224 and 324
may be omitted from the vibration absorber systems 210 and 310.
[0038] In the embodiments illustrated in FIGS. 1-4B, the first set
of vibration absorbers 14, 114, 214, 314 are slidingly connected
with the first plate 12, 112, 212, 312. However, the first set of
vibration absorbers can also be engaged with other components of a
vehicle as well, which is illustrated as vibration absorbers 410,
510, 610 and 710 in FIGS. 5A-6B. Turning now to FIG. 5A, an engine
500 is connected to a first plate 412, where the first plate 412
mounts to an output shaft (not shown) of the engine 500. A torque
transmitting device 424 is connected to the first plate 412. The
torque transmitting device 424 includes a second plate 420, where
the second plate 420 is part of a first end 450 of a torsion
vibration damper assembly 426 that is a second vibration absorber
422. The torsion vibration absorber 426 includes a second end 452
that is connected to a transmission 502.
[0039] The torsion vibration damper assembly 426 includes a biasing
member 428 and a biasing member retainer plate 430. The retainer
plate 430 is located at the second end 452 of the torsion vibration
damper assembly 426. In one embodiment, an input shaft of the
transmission 502 is received by a hub of the torsion vibration
absorber assembly 426, however it is understood that the
transmission 502 may be connected to the torsion vibration damper
assembly 426 using other approaches as well. A first set of
vibration absorbers 414 are slidingly connected with an input shaft
of the transmission 502, where each of the first vibration
absorbers 414 include a selectively moveable pendulum mass 416. The
transmission 502 is connected to an axle 504 of a vehicle 506.
[0040] Turning now to FIG. 5B, an engine 600 is connected to the
first plate 512, where the first plate 512 mounts to an output
shaft of the engine 600. The first plate 512 is a first mass that
is part of a torsion vibration absorber illustrated as a dual mass
flywheel 526. The dual mass flywheel 526 is a second mass that is a
second plate 520. A first set of vibration absorbers 514 are
slidingly connected with the second plate 520, where each of the
first vibration absorbers 514 include a selectively moveable
pendulum mass 516. The second plate 520 is elastically coupled to
the first plate 512 by a second set of vibration absorbers 522. In
the embodiment as illustrated, the second set of vibration
absorbers 522 are a plurality of biasing members 528. The dual mass
flywheel 526 is connected at a first end 550 to a crankshaft of the
engine 600 by the first plate 512. A second end 552 of the dual
mass flywheel 526 is the second plate 520, where the second
rotating plate 520 connects to a torque transmitting device 524.
The torque transmitting device 524 is connected to an input shaft
of a transmission 602. The transmission 602 is connected to an axle
604 of a vehicle 606.
[0041] Turning now to FIG. 6A, an engine 700 is connected to a
vibration absorber 610 by a first plate 612, where the first plate
612 mounts to an output shaft (not shown) of the engine 700. A
first biasing member 628 connects the first plate 612 to a second
plate 620. In one embodiment, the first biasing member 628 is a
generally straight coil spring, however in another embodiment the
spring may be arcuate as well. The second plate 620 is an inertial
disk that is connected to a torque transmitting device 624. A first
set of vibration absorbers 614 are slidingly connected with the
second plate 620, where each of the first vibration absorbers 614
include a selectively moveable pendulum mass 616. A second set of
vibration absorbers 622 include the first biasing member 628. The
torque transmitting device 624 includes a housing that includes a
third plate 638. The third plate 638 is part of a first end 650 of
a torsion vibration damper assembly 626 that is a third vibration
absorber 670.
[0042] The torsion vibration damper assembly 626 includes a second
biasing member 668 and a biasing member retainer plate 630. The
retainer plate 630 is located at a second end 652 of the torsion
vibration damper assembly 626. The torsion vibration absorber 626
is connected to a transmission 702, where in one embodiment the
torsion vibration absorber 626 includes a hub (not shown) for
receiving an input shaft of the transmission 702. However, it is
understood that other fastening approaches may be used as well to
connect the torsion vibration absorber 626 to the transmission 702.
The transmission 702 is connected to an axle 704 of a vehicle
706.
[0043] FIG. 6B is an alternative embodiment of the vibration
absorber system 710 illustrated in FIG. 6A. The vibration absorber
system 710 is similar to the vibration absorber 710, except that
there are a plurality of first vibration absorbers 714 that are
configured to absorb torsional vibrations that have at least two
different harmonic orders. Specifically, the vibration absorber
system 710 includes an engine 800 is connected to a first plate 712
mounts to an output shaft (not shown) of the engine 800. The second
plate 720 is an inertial disk that is connected to a torque
transmitting device 724. The first set of vibration absorbers 714
are slidingly connected with the second plate 720, where each of
the first vibration absorbers 714 include a selectively moveable
pendulum mass 716. At least one of the masses 716 travel at a
different frequency when compared to the remaining masses 716. That
is, each of the masses 716 do not travel in synchronicity with one
another. A second set of vibration absorbers 722 that include a
first biasing member 728 connects the first plate 712 to a second
plate 720.
[0044] The torque transmitting device 724 includes a housing that
includes a third plate 738. The third plate 738 is part of a first
end 750 of a torsion vibration damper assembly 726. The torsion
vibration damper assembly 726 is a third vibration absorber 770
includes a second biasing member 768 and a biasing member retainer
plate 730. The retainer plate 730 is located at a second end 752 of
the torsion vibration damper assembly 726. The torsion vibration
absorber 726 is connected to a transmission 802. The transmission
802 is connected to an axle 804 of a vehicle 806.
[0045] Referring to FIGS. 1-6B, the first set of vibration
absorbers 14, 114, 214, 314, 414, 514, 614, and 714 each have
masses 16, 116, 216, 316, 416, 516, 616, and 716 that counteract at
least some of the torque fluctuations created as the engine
operates, especially at lower engine speeds that occur during
idling. The second vibration absorbers that include the biasing
member 28, 128, 228, 328, 428, 528 628 and 728 are employed to
attenuate torsional vibrations that occur above the idling speed of
the engine.
[0046] At least some types of torsional vibration absorbers are
generally only effective to attenuate torsional vibrations that
occur either at lower engine speeds, such as idle speed, or at
higher engine speeds above idle. In contrast, the vibration
absorber system 10, 110, 210, 310, 410, 510, 610, and 710 employs
the first set of vibration absorbers configured to attenuate
torsional vibrations at the first harmonic of the engine firing
frequency. The second set of vibration absorbers are configured to
attenuate torsional vibrations that are created at multiple
harmonics of the engine. Moreover, in at least some embodiments,
the vibration absorber system may further include a third vibration
absorber as well. As a result, the vibration absorber system
attenuates torsional vibration created at all engine speeds, unlike
some of the conventional torsional vibration absorbers that are
currently available.
[0047] The description of the invention is merely exemplary in
nature and variations that do not depart from the gist of the
invention are intended to be within the scope of the invention.
Such variations are not to be regarded as a departure from the
spirit and scope of the invention.
* * * * *